Drop coupler for locomotives



H. A. HOKE DROP COUPLER FOR LOCOMOTIVES 4 Sheets-Sheet 1 Filed Dec. 5, 1938 E INVENTOR;

- ATTORN'EYS.

BY mm H. A. HOKE 217.789

DROP COUPLER FOR LOCOMOTIVES Filed Des. 5, 1938 4 Sheets-Sheet 2 ATTORNEYS.

Nov. 14, 1939. H. A. HQKE 2,179,789

DROP COUPLER FOR LOCOMOTIVES Filed Dec. 5, 1938 ,4 Sheets-Sheet 5 INVENTOR: ifizrry 25C ifoice,

q BY M ATTORNEYS. I

Nov. 14, 1939. H. A. HOKE 2,179,789

DROP COUPLER FOR LOCOMOTIVES INVENTOR- ifarry fl i'fllire A TTORNEYS.

Patented Nov. 14, 1939 UNITED STATES PATENT OFFIQE DROP COUPLER FOR LOCOMOTIVES Application December 5, 1938, Serial No. 243,945

16 Claims.

This invention has reference in its broader aspect to rolling stock coupling means of the type arranged for movement into or out of active position.

More specifically the present improvements relate to coupler means applicable to the front end of railroad locomotives and including a pivotally supported member capable of swinging out of the way, when not in use, and of being so retained by releasable means for gravitation to active position.

The primary object of the present improvements is to provide a drop coupler of the indicated character in which the keeper component is located above the center line of said coupler and forwardly relative to its fulcrum axis.

Another object is the provision of a drop coupler wherein the keeper passes through the coupler in both the active and inactive positions of the latter.

A further object has reference to provisions for efiecting adjustment of, the pivot on which the coupler swings up-and-down, as well as corresponding regulation of the position of the keeper.

A still further object is the provision of a drop coupler for locomotives which is comparatively simple in construction, rugged in character, effective in use, and easily manipulated.

Other objects and ancillary advantages of this invention will more fully appear from the following disclosure, considered in conjunction with the accompanying sheets of drawings which illustrate a preferred embodiment of said invention, while the concluding claims concisely eX- press the features of novelty over prior art.

In the drawings:

Fig. I is a side elevation of a locomotive pilot structure including the improved drop coupler, of this invention, in active position.

Fig. II is a front elevation of the same as viewed from the left-hand of Fig. I, with parts broken out or in section.

Fig. III is a sectional plan on the line and looking in the direction of the arrows IIIIII of Figs. I and II.

Fig. IV is a vertical section on the plane IV-IV of Figs. II and III.

Fig. V is a corresponding view to the preceding, with the drop coupler in the inactive position.

Fig. VI is a fragmentary section on the plane VI-VI of Fi IV.

Fig. VII is a transverse section on the plane VII-VII of Fig. IV.

Fig. VIII is a fragmentary section similar to Fig. VI, but showing the drop coupler and its pivot supporting means, as well as the keeper, in raised position.

Fig. IX is a fragmentary sectional view corresponding somewhat to Fig. V, but showing the drop coupler and keeper in raised position. 5

Fig. X is a detail section on the plane X-X of Fig. II.

Fig. X1 is a similar section, showing the drop coupler and keeper elevated.

Fig. XII is a perspective view of one of the '10 keeper adjusting elements; and,

Fig. XIII is a perspective view of the drop coupler pivot supporting block.

In all the views, corresponding parts are designated by like characters of reference.

Referring more in detail to the drawings, the pilot structure of. a railroad locomotive is comprehensively designated I, the same being made of cast material having a cavity 2 with opposed apertured bosses 3, 4, and a pilot portion 5, in- 20 cluding a central front opening 6 and flanking openings '1, the purposes whereof will be later on explained.

In accordance with this invention, each apertured boss 3, 4 isprovided with a rectangular 25 orifice 8, in which is removably-retained a correspondingly-sectioned block 9, best shown in Fig. XIII, having an eccentrically located bore ill affording journal bearing for the drop-coupler pivot ll, said pivot being transversely held in 30 place by appropriate means such as a head l2 thereon at one end, and a wedge pin [3 at the other end.

The drop coupler 14 of this invention comprises a head or claw l5 with a short shank or tongue 35 I6, freely engaged between the forwardly-db rected flanges H, II of the hollow counterbalan'ce 18, as by means of a headed pin l9 passed through registerable holes 20, 2!, respectively,

in the tongue l6 and flange portions ll, ll; said 40 pin being retained against displacement by a cotter 22. Thus it will be apparent that the dropcoupler M is movable up-and-down as a unit, on the pivot ll, while the claw I5 is laterally swingable to either hand on the pin l9, and in 45 this latter connection the coupler tongue [6 is grooved at 23 so as to clear the drop-coupler pivot H. It is to be particularly noted at this juncture that the drop-coupler M of this invention, by the means described, is directly con- 50 nected by the pivot II to the locomotive front frame casting or pilot structure I; also, that the axial centers of the pivot H and pin l9 are brought into close juxtaposition for compactness in construction.

The counterbalance l8 embodies a transverse pocket or recess 24, for loading with lead in accordance with known practice, and the projecting side walls 25 connected by the forwardlydirected flanges IT, IT hereinbefore referred to. In addition the counterbalance I8 is provided with spaced enlargements or cheeks 26 having rectangular openings 21 therethrough, as well as a radially-related (in respect to the drop-coupler pivot ll) transverse hollow-portion 28, the bore 29 of the latter being similar in cross section to the openings 21. Each of the openings 27, as well as the bore 29 of the portion 28, is provided with bearing pads 30, 3|; respectively for support of a key 32 and the counterbalance I8 when the coupler I4 is in the active position. This key 32 is fitted at one end with a draw handle 33 and at the other end has a pivoted knuckle-keeper 34, said key 32 being also engageable through registerable rectangular apertures 35 in bracket portions 36 of the pilot structure I.

Each bracket aperture 35 is of larger proportions than the cross-section of the key 32, for reception of an angle-section right-and-left hand reversible members 37, one only being shown in detail in Fig. XII, and each having a hole 38 through one of its flanges for axial registration with vertically-spaced and correspondingly screwthreaded holes 39, 40 in the front walls of the bracket portions 35, and a projecting or extension lug e for reducing the unsupported length of the key 32 and thereby lessening the stress thereat. Engageable in the holes 39, 40 are screw-studs 4| having their inner ends slightly reduced for engagement in a suitable groove 42 extending lengthwise of the key 32, and whereby said key may be guided and secured against unwarranted withdrawal by tightening-up of the studs 4| against lock washers 43 in an obvious manner. Conveniently, although not essentially, the key 32 may have the angular edges beveled at 44, for coaction with positioning ribs 45 on the members 31 as hereafter amplified; and the bearing blocks 9 may also have their longitudinal edges similarly beveled at 45 for coaction with complemental corner fillets 4'! in the bearing orifices 3 and 4.

When it is desirable to raise the coupler l4 higher than the standard position shown by Figs. I-VII and X to that of Figs. VIII, IX and XI, in the event of diiferential elevation of the coupled means, the bearing blocks 9 are inverted or turned through an angle of one-hundred-eighty degrees so that the pivot I I is raised, say one inch for instance. For similar reasons, the studs 4! are retracted from the lower holes 40 and the angle-sections 31 are inverted or positionally transposed, so that the plain flanges 31' thereof become disposed below, instead of above, the key 32; whereupon the studs 4! are inserted in the upper holes 39 and tightened up. Corresponding adjustment will also be made in the lockingreleasing mechanism, comprehensively designated 48, by substituting a different length of actuator component 49. Inasmuch as the locking-releasing mechanism 48 forms a part of the invention disclosed in the application for a patent, filed September 8, 1937, under Serial No. 162,870, by Warren R. Elsey, reference may be had thereto for purposes of clarity, and more particularly to the equivalent components designated 45-55, inclus1ve.

From the foregoing it will be understood that when the drop-coupler I4 is in the normal or horizontal position best understood from Figs. I-IV, that it will be prevented from vibrating up-anddown by the key 32 engaging cross-wise of the pilot structure I, through the bearing brackets 36 of the latter and the cheeks 26 of the counterbalance 18 above the fulcrum axis of the latter; and that it will be so retained by the locking-releasing mechanism. 48. At the same time it will be well understood that the coupler claw I5 is free to swing laterally within limits, determined by stop-projections 50 at the front opening 6 of the pilot structure I, as when the locomotive is rounding curves in the track rails. It is also to be particularly noted that by locating the key 32 above the center line of the coupler l4 and in advance of its pivot H, and by providing the counterbalance I8 with back stops 5| for near engagement with the transverse wall 52 of the pilot structure, the several movably associated parts of the coupler are substantially prevented from any oscillatory movement. Still further, it will be clearly apparent that, when the dropcoupler I4 is not needed, the key 32 can be withdrawn and the locking-releasing mechanism 48 freed, whereupon said coupler will move or gravitate downwards until the claw l5 and counterbalance !8 approach the position of Fig. V with the former substantially within the confines of the pilot 5 and contacting the pilot structure at 53 and the counterbalance l8 swung up into the upper frontal part of the cavity 2. In this position it will be seen that upon reinsertion of the key 32 through the bracket apertures 35 and counterbalance transverse bore 29, the drop-coupler l4 will be firmly retained in out-of-use position and effectively restrained against vibration. Obviously, similar procedure will be adopted when the drop-coupler I4 is elevated as hereinbefore set forth, accordingly repetitive explanation is dispensed with.

The foregoing description is directed particularly to the illustrated construction of drop-coupler, but it is to be understood the privilege is reserved of resorting to all reasonable mechanical changes of which said drop-coupler is susceptible, and that the herein disclosed invention is defined and limited only by the terms of the following claims and the condition of 'prior art.

Having thus described my invention, I claim:

1. In combination with the end structure of rolling stock, a pivotal drop coupler comprising a counterbalance with a claw swingable relative thereto, keeper means engageable through the counterbalance for holding the coupler in active position and restraining it against vibration when inactive, said means being located above and outwardly of the coupler pivotal axis, and reversible bearing members coacting with the coupler pivot and keeper means for changing the operating plane of the coupler.

2. The combination of claim 1 wherein the rolling stock end structure includes transversely spaced openings above and outwardly beyond the coupler pivotal axis, the counterbalance is provided with angularly-related complemental openings each of which is individually registrable with the first mentioned openings as desired, and the keeper means is in the form of a retractible bar for insertion through said openings to maintain the coupler in the active or inactive position.

3. The combination of claim 1 wherein the reversible means comprise invertible bearings for the drop coupler pivot, and invertible angle-section keeper-bearing members for coaction with the keeper means to jointly effect elevation of the coupler above its normal operating plane within corresponding limits.

4. Coupler means for railroad vehicles including a pilot structure comprising a pivotal drop coupler including a counterbalance with a claw relativelyswingable in respect thereto, a keeper engageable through the counterbalance and pilot structure for holding the coupler in active position and restraining it against vibration when inactive, said keeper being located above and outwardly of the coupler pivot axis, and reversible means coactive with the keeper and coupler pivot bearings for varying the operating plane of the coupler.

5. Coupler means for railroad vehicles including a pilot structure comprising a pivotal drop coupler including a counterbalance with a claw relatively-swingable in respect thereto, a keeper coactive with the pilot structure and the counterbalance for holding the coupler in active position and restra ning it against vibration when inactive, said keeper being located above and outwardly in advance of the coupler pivot axis, and reversible bearing members coactive with the coupler pivot and keeper to raise the coupler higher than its normal operating position when necessary and to correspondingly elevate the keeper.

6. The combination of claim 5 wherein the re versible members coactive with the coupler pivot and keeper comprise blocks having eccentricallylocated journals for the coupler pivot, and anglesection keeper bearing members adapted by inversion to change the active plane of the keeper.

7. The combination of claim 5 wherein the pilot structure is provided with transversely spaced openings above and outwardly beyond the pivot axis of the coupler, the counterbalance has angularly-related openings each of which is movable into registration with the pilot structure transversely spaced openings, and the keeper is in the form of a bar for passage through said openings to sustain the coupler in differential active and inactive positions.

8. In combination with a railroad locomotive pilot having a forward opening, a horizontallypivoted and counterbalanced coupler, a claw laterally-movable relative to the counterbalance, a keeper coactive with the counterbalance and pilot for sustaining said coupler in active position and. restraining it against vibration when inactive, said keeper being located above and outwardly in advance of the coupler pivot, and reversible bearing members cooperative with said keeper and the coupler pivot to elevate the plane of operation of the coupler.

9. In combination with a railroad locomotive pilot having a forward opening, a horizontallypivoted coupler including a claw laterally-movable relative thereto, a keeper for sustaining said coupler in active position and restraining it against vibration when inactive, said keeper being located above and outwardly in advance of the coupler pivot, and reversible bearing members coactivewith the coupler pivot and keeper to raise the coupler operating plane above normal when desirable and to correspondingly elevate the active position of the keeper.

10. The combination of claim 5 wherein the reversible members respectively comprise bearing blocks having eccentric journals for the coupler pivot, and angle-section keeper bearing members for coaction with the keeper in differential positions.

11. The combination with a railroad locomotive located above and outwardly in advance of the coupler pivot, and reversible members serviceable to raise the plane of operation of the retractible keeper in conformity with that of the coupler pivot.

12. The combination of claim 11 wherein the bearing members afiording horizontal support for the coupler pivot consist of rectangular blocks each having an eccentrically located journal aperture therethrough, and said blocks have the diagonally-related corners lengthwise beveled for coaction with complemental fillets in the pilot rectangular openings.

13. The combination of claim 8 wherein the locomotive pilot has side openings transversely spaced above and outwardly of the pivot axis of Q the coupler; the counterbalance has angularlyrelated pairs of corresponding openings, either pair of which are individually registrable with the pilot openings; and the keeper is in the form of a bar for passage through the pilot side openings and the selected angularly-related counterbalance openings to sustain the coupler in differential active positions, and also to restrain said coupler against vibratory movement when inactive.

14. The combination of claim 11 wherein the keeper is in the form of a rectangular section bar for passage through a relatively larger bore in the coupler counterbalance, and opposed transverse rectangular openings in the pilot structure above and outwardly of the coupler pivot axis; and an invertible angle-section element is engaged in the respective pilot rectangular openings for holding the keeper bar in a normal position, as well as supporting said bar in a relatively raised position.

15. The combination of claim 11 wherein the keeper is in the form of a rectangular section bar for passage through transverse rectangular openings in the pilot structure above and outwardly in advance of the coupler pivot axis, reversible angle-section bearing-members are inserted in said pilot openings to normally position or raise the active plane of the keeper respectively, and means securing the angle-section bearing members in either position aforesaid.

16. The combination of claim 11 wherein the keeper is in the form of a rectangular section bar for passage through transverse rectangular openings in the pilot structure above and outwardly in advance of the coupler pivot axis; reversible angle-section bearing members are inserted in said openings to normally position or raise the active plane of the keeper respectively; and means consisting of screw-studs passing through vertically spaced threaded holes in the outer wall of the rectangular openings, with their ends adapted for coaction in a longitudinal groove of the keeper bar to secure the bearing members in either position as aforesaid.

HARRY A. I-IOKE. 

